Brake gearing for railway cars



June 10, 1930. H. c. PRIEBE I v BRAKE .GEARING FOR RAILWAY CARS Filed Oct. 16. 1926 Patented June 10, 1939 PATENT QFFICE HERMAN C. PRIEBE, OF BLUE ISLAND, ILLINOIS BRAKE GEARING FOR RAILWAY CARS Application filed October 16, 1926.

My invention relates to brake gears for railway cars ot the class employing brake shoe carrying brake beams arranged in pairs, a live lever for operating one of the 5 brake beams of a pair, a dead lever for operating the other beam, and a connecting rod joining the lower ends of the brake levers. The invention has or its object the provision of improved means for maintain- 1G ing such a relation between the brake beams and the car truck carrying the same as to maintain the brake shoes upon the brake beams in proper relation with the car wheels to which they pertain.

15 In carrying out my invention, the two brake beams on a truck carry mutually approaching arms which engage a unitary element upon thespring plank of the truck no and which unitary element cooperates with said arms to guide the brake beams in their movements, for the purpose previously stated. rlhis unitary element is desirably integrally formed with the spring plank which is preferably made of stamped sheet steel with the element that cooperates with the arms upon the beams stamped therein.

In accordance with another characteristic vot my invention, the arms that are provided upon the brake beams to deiine the movements of the brake beams and the shoes thereon are included in the same unitary structures with the struts lthat are interposed between the brake beams serving as compression members and rods serving as tension members. When these arms are coi'istituted parts of such unit-ary structures, the invention is not to be limited to any particular formation upon the spring plank cooperating therewith, nor to cooperation with the spring plank.

The invention will be more fully eX- plained by reference to the accompanying drawing in which Fig. 1 is a plan view of a part of the truck carrying brake beams and having a spring plank equipped in accordance with the preferred embodiment of the invention; Fig. 2 is a sectional view on line 2-2 o1" Fig. 1; Fig. 3 is a perspective View illustrating a part of the structure of each end of each of the'brake beams.

Serial No. 142,009.

4and carries the springs which support the Itruck bolster 6. This bolster is provided with the female member 7 of the center bearing which receives the male center bearing member 8 that is provided upon the bottom ot the body bolster 9. A king pin 10 depends from the center bearing member 8 and passes through the center bearing member 7. A portion 11 of the car body is shown upon the body bolster.

The brake gear illustrated is inclusive of two cambered brake beams 12 and 13 located between the axles and which constitute the compression members of trusses, two rods 14 and 15, respectively connected with the ends of said beams and constituting truss tension members, and two struts 1G and 17 respectively interposed between the compression and tension members ot the trusses. A brake head 18 is secured upon Brake hangers in the form of links 19 depend from the upper portions of the side frames and carry the brake beams and the trusses of which these beams are parts, said hangers Qi being suitably received, at their lower ends, in notches provided in the brake heads. Brakes in the form of shoes 20 are carried upon the brake heads in a position to be applied to the car 'wheels when the trussed brake beams are moved toward the wheels, The truck bolster and spring plank are between the beams.

TheV brake actuating and releasing rod 21 is connected with the upper end of the live g" brake lever 22 which is pivotally connected between its ends at 23 with the strut 16 through which this lever desirably passes. The lower end of this lever is pivotally connected, at a selected place, with one end of the yconnecting rod 24, as indicated at 25. The other endl of this connecting rod is similarly connected with the lowerk end of the dead brake lever 26, as indicated at 27.

VThe lever 2G is pivotally connected, between its ends, With the strut 17, as indi cated atr28. The upper end of the dead lever 26 is.- connected at a selected place with the dead lever guide or stop 29, indicated at 30, this guide oi stop being pivotally connected, at itsfinner end, with the bracket 31 which is carried byv the truck bolster. The brake beamA 12 is directly controlled by the live lever k22 andstrutkl which kindirectly control the lmovement of the'biale beam 13 through the intermediation of the connecting rod 24, thedead lever 26 and strut 17.

The struts 16 and 17 respectively terminate, atv their inner ends, in Vsleeves 32 Vand 33 through which the corresponding brake beams 12 and l2?) are respectively passed in eilecting asseinblythereof With said struts. Arms, Se and Snare integrally formed with said sleeves atv their outer ends and are `mutually approachedrat their` inner ends which underlie thespring plank., A unitar i element 36 is Vcarried b*- thefs )rino plank i 2D L and is preferably ot Vflattened sf-form so asv to present inclined downwardly converging faces vto the approached/ends el said arms that cooperate therewith to guide the Vbrake beams in their movements in a man1-lier to maintain proper relationbetween the brake slices, upon the ends of With the car Wheels. Y

This unitary element is d'esirably formed integrally with the spring planlrwvhich. itsell'. is preferably formed or pressed sheet steel inV which event'the element"3bv do fn- 1vvardly pressed from the bottoni side of the plank at the middle thereof.

The ends of the arms vvhich engage 'the formations at 36 may be providedivith removable Wearing Y'shoes 37, Fig. 3, 'Which may lbe provided with pins 38 receivable Within holes 39 in said arms. have become `Worn., they may bel replaced. To prevent the connectingfrodQel YJi'oni dropping,l iii the-.event oibrealege. I pro'- videstirrups l0 upon the longitudinal sides of the spring plank Whose bottoni siii underlie the connecting, rod to limit the downward movementA thereof. Changes may be` made without departing from lthe invention.

Having thus .described my invention, l

1. In a brake mechanism" for' railway cars, a springplanl, atruss structure com-- prising a compression member, a tension member and a strut between said members, .and an extension carried by said strut co operating with said spring ilanl to guide the-movement ofvsaid truss structure.

the brake beams,

.llVhen these shoes 2. In a brake mechanism for railway cars, a spring plank, a truss structure comprising a `confipression member', atension member and a strut between saidvmeinbers, and an arm carried by` said strut extending; beneatl said spring plank and cooperating tliereivit to guide the movement of said truss structure.

ln a brali'e mechanism for railwaypcars, a spring plank having a portion thereof pressed to provide an inclined bottom sur?v lace, a truss structure which is inclusive of a compression member, a tension member and a strut between said members and an arm carried by said strut extending benei th said spring planken-d slidably eng-asino the inclined bottom surface there-ol to y movement ol?- the truss structure..

4f. In a brakeinechanism for railway cars,

truss strut having a sleeve formation, brake beam extending through saic sleeve `lorii'iation and constituting` a truss compression member, said strut further includino an arm extending inwardlyV from said lsleeve formation for cooperation with ak portion of the car truck to guide the movement et said kstrut thereby to guide the movement or" theV brake beam. Y i Y.

ln a brake mechanism "for railway cars,

a truss including a strut having' a forniamy name. f

` HERMAN C.

PREBE.

ide the sesy iso v 

